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No. 613,429. Patented Nov. l,` |898.

J.- H.- SIMCOX. CAB COUPLING.

Applicatie led Jul 11 JWM nnuummnw,

UNITED STATES PATENT OFFICE.

JOI-IN SIMCOX, OF MOFALL, INDIAN '.lERltI'lORY.`

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 613,429, Ydated November 1, 1898.

i Application filed July l1, 1898. Serial No. 685|687. (No model.)

To all .whom it may concern:

Be it known that l, JOHN H. SIMCOX, a citizen of the United States, residing at McFall, in the Cherokee Nation, Indian Territory, haveinvented a new and useful Car-Coupling, of which the following is a specification.

The invention relates to improvements in car-couplings.

The objects of the present invention are to improve the construction of car-couplings and to provide a simple and comparatively inexpensive one possessing great strength and durability and adapted to be readily uncoupled from the tops and sides of cars without going between them.

A further object of the invention is to provide a car-coupling which may be readily set from the tops and sides of cars and maintained in a condition for coupling and also for preventing coupling.

The invention consists in the construction and novel combination and arrangement of parts hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the claims hereto appended.

In the drawings, Figure 1 is a perspective view of a car-coupling constructed in accord-` ance with this invention and shown applied to a car. view showing two draw-heads coupled. Fig. 3 is a transverse sectional view. Fig. 4` is a detail perspective view of the pivoted catch or hook. Fig. 5 is a similar view of the follower-block.

Like numerals of reference designate corresponding parts in all the figures of the drawings. Y

1 designates a draw-head having a flaring `mouth and provided in its bottom with a longitudinal slot 2, in which is pivoted a hook or catch 3 by means of a transverse pin 4, passing through the sides of the draw-head and a perforation of the hook or catch. The hook or catch 3 consists of a longitudinal body portion and arms 5 and 6, projecting upward from the body portion, as clearly illustrated in Figs. 2 and 4 of the accompanying drawings. The perforation 7 is located between the ends of the body portion of. the hook or catch, preferably slightly in rear of the center, as shown, and the arm 5, which is located at the front end of the body portion,

Fig. 2 is a longitudinal sectional is adapted to engage an ordinary link 8, which,when the parts are coupled, has its adjacent end arranged in the space between the arms 5 and 6. The arm 6, which is located a short distance from the rear end of the body portion, projects upward from the same and forms a recess 9, which is engaged by a spring-actuated follower-block 10, whereby the hook or catch is locked in its engaging position.

The front portion of the hook or catch 3 is adapted to swing downward, as illustrated in dotted lines in Fig. 2 of the accompanying drawings, to release the link, and as the front portion is heavier than the rear portion the hook or catch will assume the position shown in dotted lines as soon as its rear end is disenL gaged by the block 10. The block 10, which is rectangular in cross-section, is adapted to swing longitudinally of the draw-head, and it is provided with an inwardly or rearwardly disposed shank 11, on which is arranged a coiled spring 12. The coiled spring 12 bears against the inner or rear faceof the block 10 and engages a suitable shoulder or stop of the draw-head, and the rear end of the shank 11 is perforated and connected by a link 13 with an arm 14 of a transverse lever 15.

The arm 14 of the lever extends upward through a slot 16 of the bottom of the shank or draw-bar, and the link 13 is arranged within the draw-bar or shank. The trans verse lever 15 is fulcrumed between its ends at 17 on one of the draft-timbers of a car 18, upon which the draw-head is mounted in the usual manner, and the slot of the shank or draw-bar permits the necessary swing of the lever. The outer portion of the transverse lever is connected with an operating-lever 19 and is arranged within a keeper 20, which is substantially U-shaped, being composed of vertical sides and a connecting bottom portion. The sides of the keeper depend from the car, and the connecting bottom portion is provided with a depending bend 21, forming a shoulder adapted to be engaged by the outer portion of the transverse lever, whereby the sliding block is locked out of engagement with the hook or catch to permit cars to separate.

The operating-lever 19, which extends upward on one side of the car, as shown, permits the sliding block to be operated from the top of the ear and is provided between its ends with a longitudinal slot 22, receiving the pivot 23, and adapted to permit the operating-lever to be lifted for disengaging the transverse lever from the shoulder of the keeper. The slot also permits the lever to be moved downward to effect such engagement. The lower end of the operating-lever is bent inward to offset beneath the car, as clearly shown in Fig. 3 of the accompanying drawings, and it is'provided with an eye 24, through which passes the transverse lever. The upper portion of the operating-lever is arranged Within a horizontal keeper 2G, and above the keeper the lever 19 is bent inward over the top of the car and extended upward to form a handle.

Then it is desired to couple two cars, the link is arranged in the draw-head of one of the cars, and the hook or catch of the other car is swung downward to permit the link to enter the draw-head, and after the link enters the draw-head the sliding block is released and permitted to move forward into engagement with the rear portion of the hook or catch. The link on entering the drawhead engages the rear arm of the hook or catch and swings the latter upward to a horizontal positon, lowering the rear end of the body portion of the catch and disengaging it from the sliding block to permit the latter to engage the recess of the hook or catch. The operation of coupling is automatic, the outer portion of the transverse lever not being in engagement with the shoulder of the keeper when the device is set for automatic coupling, so that the sliding block springs forward into engagement with the hook or catch without any manipulation of the lever. When it is desired to prevent coupling, the outer portion of the transverse lever is engaged with the shoulder of the keeper.

The invention has the following advantages: The car-coupling, which is simple and comparatively inexpensive in construction, is strong and durable and capable of coupling automatically and of being uncoupled from the tops and sides of cars without going between them. The'device is adapted to be readily set for automatic coupling, and it is capable of being locked so that it cannot couple.

Changes in the form, proportion, and minor details of construction may be resorted to without departing from the spirit or sacriiicing any of the advantages of this invention.

lVhat I claim isl. In a car-coupling, the combination with a car, of a draw-head, a hook or catch pivotally mounted in the draw-head at the bottom thereof and having a recess at its rear portion, a sliding block mounted in rear of the hook or catch and arranged to engage the recess, a transverse lever fulcrumed between its ends on the car, arranged beneath the same and extending from one side thereof to the draw-head, the inner end of the lever being extended upward and connected with the sliding block,a spring for actuating the block, and the keeper depending from the car at one side thereof and provided at its bottom with a depending bend forming a shoulder arranged to be engaged by the outer portion of the transverse lever, substantially as described.

2. In a car-coupling, the combination with a car, of a draw-head, a pivoted hook or catch mounted in the draw-head at the bottom thereof, a spring-actuated block located in rear of the hook or catch and adapted to engage the same, a transverse lever fulcrumed on the car at the bottom thereof and connected at its inner end with the block, a keeper depending from the car and provided at its bottom with a Vshoulder arranged to be engaged by the outer portion of the transverse lever,an upwardly-extending operating-lever arranged at one side of the car and provided between its ends with a longitudinal slot, the upper end of the lever being located at the top of the car and forming a handle and the lower end of the operating-lever being inwardly oitset and connected with the transverse lever, and a pivot passing through the slot of the operating-lever and forming a fulcrum for the same, said operating-lever being capable of a limited vertical movement to engage the transverse lever with and disengage it from the shoulder of the keeper, substantially as described.

In testimony that I claim lthe foregoing as my own I have hereto afxed mysignature in the presence of two witnesses.

JOHN II. SIMCOX.

IVitnesses:

JAS. II. CosH, ORLANDO SIMcoX.

IOO 

